Tuesday Tour of the Hudson Line: Cortlandt


Crugers and Montrose stations. Both stations were closed in 1996 and replaced with the new Cortlandt station.

Today’s tour of the Hudson Line takes us to one of Metro-North’s newer stations – the second newest on the line after Yankees-E 153rd Street, Cortlandt. Located a little over 38 miles from Grand Central, Cortlandt is in the upper, unelectrified portion of Metro-North’s Hudson Line, and situated between Croton-Harmon and Peekskill. Historically, there were two stations in this area – Crugers and Montrose – both of which were closed in favor of the new Cortlandt station. Space is always a critical issue at many Metro-North stations, especially when it comes to parking. Many stations have almost endless waiting lists for a parking permit. Cortlandt was one of the few places on the upper Hudson Line where there was room for expansion, and more room for parking. Especially built to replace Montrose and Crugers, the new station was opened in June of 1996.


Local timetables to Montrose and Crugers, and Hudson Line timetables from 1996. Note that Montrose and Crugers were there at the beginning of the year, but by midyear were replaced with Cortlandt. Thanks to Doug Dray, Otto Vondrak, and Bob Mortell for these timetables.

Although the parking situation was much improved at Cortlandt, Metro-North looked to expand even more, and in 2009 began a massive improvement project to the station. A new 720 car parking lot was built on the west side of the tracks, almost doubling parking capacity. Other improvements included a heated waiting room including a concession area, new canopies, and a new elevator. The New York State Department of Transportation improved the intersection between the station and Route 9A, which was also considered part of the project. The new road had lighted sidewalks built especially for those using the train to get to the nearby Veterans Hospital.


Pre-construction rendering of the improvements at Cortlandt

 
Cortlandt before and during construction. Before photo by Tom Panettiere, construction photo by George Kimmerling.

 
Aerial views of Cortlandt station, before and after the expansion. Note the new, larger station building, and the massive new parking lot on the west side of the tracks.

The MTA had a formal ribbon-cutting ceremony after the renovations to Cortlandt station were complete back in February, attended by both Metro-North president Howard Permut and MTA Chairman Joe Lhota. In his statements at the ceremony, Permut said “[Cortlandt] will address current and future needs of the railroad and the communities it serves,” which is actually quite true – especially the future part. Though most don’t attribute foresight as a quality generously abound in the MTA, whoever came up with the upgrades for Cortlandt was certainly thinking about future expansion. A blocked off stairwell to nowhere, gated off with a sign that says “Authorized Personnel Only” looks like a perfect spot for a third platform to be constructed – at some point in the future if ever needed (if electrification further north ever happens?).


Ribbon cutting ceremony at Cortlandt station.

Included in the original construction of the station was an Arts for Transit piece titled Three Statues (A Short History of the Lower Hudson Valley), by Robert Taplin. Three seven-foot tall statues stand beside the station, each representative of a historical group of people that were common in this area. On the left, a wealthy Dutch landowner. In the middle, a laborer from the early nineteenth century. And on the right, a Native American figure. The figures look out over the long shape of the Hudson River, rendered in stone.

That’s about it for today’s tour – next week we’ll head back south on the Hudson Line to another station in the Bronx. There are only four more stations left to be featured on the Hudson Line, after which my camera may go hibernate for the winter (except for the part where I go ride Alaska Railroad’s winter train)!

 
  
 
  
   
  
   
  
 
 
  
   
   
  
   
 

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Tuesday Tour of the Hudson Line: Ardsley-on-Hudson


Two early Metro-North Hudson Line timetables, and a local New York Central timetable listing the station as Ardsley – just to confuse you.

Today’s tour of the Hudson Line takes us just about 22 miles north of Grand Central to Ardsley-on-Hudson station, a place of a bit of confusion. Ardsley-on-Hudson, located in Irvington, should not be confused with actual village of Ardsley, which is located a few miles east and had its own station on the long-gone Putnam Division. As you can see above, many Ardsley-on-Hudson timetables were printed with just “Ardsley” which doesn’t really help much with the confusion. Thankfully, Metro-North has been fairly consistent with printing the full “Ardsley-on-Hudson” on station signs and in timetables for the past few years.


Above: 1896 drawing of the Ardsley Casino clubhouse. Below: 1899 photo of the clubhouse grounds, and a postcard showing the yacht landing, train station, and clubhouse. The aesthetic of the train station matches the buildings for the Casino. Postcard from the collection of Steve Swirsky.

In regards to the train station, the name Ardsley derives from the Ardsley Casino, which opened at this location in 1896. The “on-Hudson” portion was tacked on because of its geographic location on the river, and to differentiate it from the village of Ardsley. To confuse you more, the Casino wasn’t a casino, but more of a club for the rich to play golf. While the Casino built a dock for their rich members to sail up to in their yachts, not all of the membership was quite as fortunate to own one – thus a train station was constructed. The train station building mirrored the Tudor revival architecture style of the Casino’s nearby clubhouse. The two buildings stood in close proximity until 1936 when the clubhouse was torn down. As the only surviving remnant of the club that once stood here, the station building does look a little bit out of place aesthetically, and has a unique look compared to other Hudson Line stations.

Though the Ardsley Casino no longer exists, the more informal Ardsley Country Club, can be named as its sucessor. The Casino merged with the nearby Racquet and Swimming Club in 1935, shortly before the old clubhouse was torn down and took that name.


Pedestrian bridge that connected the Hudson House apartments to the train station, which was destroyed in 2010. Photo by John Reidy.
 
Aerial views of Ardsley-on-Hudson. The one on the left is from 2004, the one on the right from 2010, shortly after the pedestrian bridge was destroyed. Note the differences in the station itself – the station was upgraded in the time between both photos.

After the Casino was torn down, it was replaced with the Hudson House Apartments. At one time there was a pedestrian bridge that connected the apartments directly to the train station. Unfortunately, the bridge was destroyed in 2010 when a sanitation driver crashed his dump truck into it. The historical bridge was never rebuilt.

 
Construction at Ardsley-on-Hudson station in 2005 and 2006. Photos by Henry C.

CSX at Ardsley-on-Hudson. Photo by Michael Foley.

Though the original station building still exists, it is not used for any railroad functions. It is now the home of the Ardsley-on-Hudson post office, and contains rows of post office boxes. The original fireplaces built in the station are still there, but not used. You may not be able to buy your ticket here, but there still is a small area that one could probably use to wait for a train, and some bathrooms.

Like many of Metro-North’s Hudson Line stations, Ardsley-on-Hudson underwent considerable improvements in the past few years. Ardsley-on-Hudson had its turn in 2005 and 2006, when a new overpass was built, as well as new platforms. Canopies were added to much of the platform to protect riders from the elements, which are visible in the aerial shot above. Ticket Vending Machines were installed in the new overpass.

All in all, Ardsley-on-Hudson is a pretty nice station. It has a bit of history, and being right on the Hudson River always looks nice. From the station you can see the Tappan Zee Bridge to the north, and just barely make out the George Washington Bridge in the far south on a clear day. If you ever find yourself on the Hudson Line, Ardsley-on-Hudson would always be an interesting station to check out!

 
   
 
   
  
 
   
 
 
   
 
 
  
 
  
 

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Tuesday Tour of the Hudson Line: Manitou

Welcome to Manitou, located 46 miles north of Grand Central, and the second and final limited service station stop to be featured on our tour of the Hudson Line. Unlike Breakneck Ridge, the other limited service station we’ve visited, Manitou does get trains during the week. In the morning, the 8:08 stops at Manitou, and in the evening the 6:16 from Grand Central stops there. Despite such a limited schedule, according to Metro-North’s ridership statistics a handful of people do in fact commute from Manitou. However, the majority of Manitou’s ridership is on the weekend, when it is used by people looking to hike or bike in the area.


Shelter at Manitou station in 1965.

Similar to the other Metro-North limited service stations (Appalachian Trail and Mount Pleasant are the two others, along with the aforementioned Breakneck Ridge) there isn’t too much at Manitou. There are no ticket machines, and only a low-level platform, if you could even call it that. On the southbound track there is a small shelter, although it wouldn’t protect you much from the elements. The inside wall of the shelter has been decorated with paint and some string art, likely not Metro-North’s doing, but left by some quirky passengers.



Shots from the vicinity of Manitou station. Photo on the bottom was taken in 1987 from the Bear Mountain Bridge. From the collection of Otto Vondrak.


The Hudson Line passes under the Bear Mountain Bridge just south of Manitou station. Photo by jag9889.



CSX at Manitou and vicinity. Photos by Michael Foley.

While Manitou station isn’t all that interesting in itself, the area surrounding the station is quite beautiful. You can just make out the Bear Mountain Bridge, which is south of the little Manitou platform. Bear Mountain State Park is accessible to the west of the station and across the river, and the Appalachian Trail to the east. I think that anyone who has the time to make a day trip to either Breakneck Ridge or the Bear Mountain area totally should. They each offer two different hikes in the attractive Hudson Highlands – and a train ride via Metro-North can get you to either in under and hour and a half. In fact, I hope to get over there again sometime for photos, perhaps on a less crappy day!

 
  
 
  
   
  
 
  

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Tuesday Tour of the Hudson Line: Yankees – E 153rd Street

Today our Tuesday Tour takes us to one of Metro-North’s newest stations, Yankees – E 153rd Street, or as many people think of it, Yankee Stadium station. The station construction coincided with the building of the new Yankee Stadium – the stadium opened on April 3, 2009, and the station shortly afterward on May 23, 2009. Though a station servicing the stadium had been talked about for a while, it was the new stadium that provided the motivation to get the project off the ground.


MTA preliminary design sketch of what Yankees-E 153rd Street station would look like. The completed station is very true to this rendering.


Timetables highlighting the new Yankees-E 153rd Street station. Hudson Line timetable from the collection of Bob Mortell.

While I generally like to feature history in our station tours, Yankees-E 153rd Street is a new station, thus I figured it would be interesting to instead check out the construction of the station. This is Metro-North’s newest station in New York (Fairfield Metro is the newest station, located in Connecticut). Historically, the New York Central offered special game day service to the old Yankee Stadium, but it required taking a train to Melrose, and either walking or taking a bus to the stadium itself. Now the stadium is just a short walk away – making Yankee Stadium extremely well connected with public transit (a subway station also services the stadium).

Flickr user Interloafer wonderfully documented the construction of Yankees-E 153rd Street station, even capturing the first train to service the station, and a shot of the first game day service. The below photos are from his collection:

  
  
 
  
 

While Yankees – E 153rd Street is designated as a Hudson Line stop, it is unique in that Harlem and New Haven Line trains service it on special game days. Using the wye at Mott Haven, trains from those two lines can move onto the Hudson Line, allowing passengers a one-seat ride to games and events. On non game days, the station is regularly accessible by trains on the Hudson Line.

An important part of the new station complex is the elevated and enclosed walkway that stretches from the station proper towards Yankee Stadium. An Arts for Transit piece was installed in this walkway, consisting of eleven mosaic panels, each measuring eighteen feet wide, and six and a half feet tall. The work is titled The Home of the Stars, and is by artist Ellen Harvey. Each panel displays a progression of time, from the sunset to the stars in the evening sky.

 
  
   
  
   
 

The Home of the Stars, an Arts for Transit piece by Ellen Harvey. Photographs of each individual panel from the artist’s website.

In the station proper, things look a bit different than at most other Metro-North stations. The rounded advertisement boards on the platform, and the large overhead dome in the mezzanine seem to resemble an airport more than a train station. This is also the only Metro-North station where you’ll find single person entry gates. On game days, you’ll need to hand in your ticket to get through these gates, in case there was not time to collect your fare on the train. The remainder of the station resembles the typical Metro-North station, complete with island platforms, wire benches, and blue trash bins.

Anyways, here are the photos I took at Yankees – E 153rd Street station… hopefully everyone out there is okay and has survived Sandy!

 
 
  
  
 
 
  
  
 
 
 
  
 
 
  
 

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Tuesday Tour of the Hudson Line: Glenwood

I have a secret confession to make… the Hudson Line sure is attractive, but in my opinion, one of the most beautiful spots is probably not on most people’s list. I absolutely adore Glenwood. I do have a bizarre infatuation with abandoned buildings, though – and the old Glenwood power station is quite gorgeous to me. While we’re technically checking out Glenwood’s train station today, the abandoned power station is impossible to miss. It also has a shared history with the railroad, at least in the distant past, which does make it a relevant part of today’s tour.


Inside the power station. Despite my professed love for the abandoned Glenwood power station, I’m too much of a law-abiding chicken to try and enter the place. Thankfully, many other people have, and it is pretty easy to find photos online. Photo by Chris M. Howard.

As you may remember, in 1902 there was a serious train crash in the Park Avenue Tunnel, which was one of the catalysts for third-rail electrification heading into New York City. The railroad, of course, needed somewhere to get the electricity from – and built two power generating stations – here in Glenwood, and another one in Port Morris.

Completed in 1906, the Glenwood power station provided high voltage electricity to various substations located along the Harlem and Hudson divisions. These substations converted the electricity to what was needed to power the third rail for the trains. The New York Central used the power station for 30 years, before selling it to Con Edison in 1936. It was ultimately shut down in the 1960’s, and for many years sat vacant.


Glenwood Power Station – reimagined.

Over the many years that the the power station has sat idle, there have been various proposals to convert it to other uses. Some of those proposals are downright strange – like the one above. Designed by architect Will Alsop, he reimagined the power station as a new home to a contemporary art museum, with residential apartments located above. As you will see from my photos below, work is currently being done on the old building, thankfully not using the design above. According to The New York Times, $200 million has been set aside for the restoration and redevelopment, “to be used for conventions, exhibitions and public events, among other things.”



CSX at Glenwood in 2009 – the former power station visible in both. Photos by Michael Foley.

As for the Metro-North station itself, Glenwood is about 16 miles north of Grand Central, situated in the city of Yonkers. The station consists of two side platforms, connected by an overpass. Above the platforms and on the same level as the overpass there is an old brick station building which is fairly attractive – minus the chain and padlock on the doors.

All of the platform station signs mention the Hudson River Museum, which is within walking distance of the station, and worth checking out. Perhaps not too far in the future, with the redevelopment at the old power station, there will be more attractions at Glenwood. If residential apartments were a part of that plan, it would be the perfect home for a commuter – within walking distance of Glenwood station, all with lovely views of the Hudson River.

 
  
  
   
  
  
  
 
   
  
 
  
 
  

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Tuesday Tour of the Hudson Line: Riverdale

Welcome to Riverdale, the site of today’s Tuesday Tour, and a lovely example of a Hudson Line station. Though Riverdale is in the Bronx, the area around the station looks more like the suburbs than the city. Beautiful views of the Hudson River and the Palisades surround you here – and not to offend anyone from the Bronx, the view here at Riverdale is probably not what comes to your mind when you think of “the Bronx.”

Metro-North’s station at Riverdale is located 13 miles from Grand Central. The facilities consist of an overpass with a few ticket vending machines, and two side platforms. Today, Riverdale is the northernmost station in the Bronx on the Hudson Line (Mount St. Vincent station was located north of Riverdale, but was closed many years ago). Although the station has some parking, a good amount of people use the Hudson Rail Link to get to the station.

According to architects Shepley, Rutan, and Coolidge’s archives, they designed a station for the Hudson River Railroad here in 1889, though I can’t seem to find any photos or mentions of it later on.


Passing through Riverdale, 1971. [image source]

Right alongside Riverdale station is a small park that parallels both the tracks and the Hudson River. Although dedicated by Michael Bloomberg in 2005, and featured in the New York Times a year after, the park seems largely forgotten. The official name of the place is the “Riverdale Waterfront Promenade and Fishing Access Site”, but you might as well call it a big stinky mess. Access to the small park is gained on the southbound platform, where you descend a set of stairs and cross over a rail siding to reach the riverfront. It would likely be a nice place, if not for the stinky fish guts strewn about the sidewalk, and the overfilled trash bins that probably hadn’t been emptied in weeks. Without the trash, the park really would be a nice place to just sit and watch the river.


Arts for Transit at Riverdale – when it wasn’t covered up with weeds. [image source]

Also at Riverdale station is one of the most unphotogenic Arts for Transit pieces – and it’s certainly not the fault of the artwork. Rising and Setting, by Dennis Oppenheim is a colorful steel sculpture, unfortunately overtaken with weeds. Metro-North desperately needs to send someone over there with a weedwhacker. As much as I love the Arts for Transit program, I wonder at times if everybody fully thinks these things through. Putting art in locked stations is pointless, and although pretty horrible, North White Plains‘ art has been desperate for a paint job for years. All of these wonderful installations certainly need to be maintained – and at places like Riverdale (and Wassaic, where the art is also being obscured by growth) sending somebody to trim some plants seems like a pretty easy fix!

Though the area doesn’t get any bonus points for the stinky park, and few for the art, I really don’t mean to be insulting to Riverdale. The station is quite nice, and from the overpass, the view of the river and the Palisades is quite wonderful. Even from the platforms you can see large ships and tiny pleasure-crafts moving up and down the river. Wave Hill, the 28-acre public garden, is a worthwhile attraction not far from the station. They even operate a free shuttle to public transit riders, so it is definitely worth checking out if you’re ever in the area.

 
   
  
 
 
   
 
  
 
  
 
   
 

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Tuesday Tour of the Hudson Line: Ossining


Artifacts from Ossining: Postcard, a 1984 ticket stamped at Ossining, and an 1851 Hudson River Railroad timetable that lists the station as “Sing Sing.”

Welcome to Ossining – probably one of the most widely known locales on the Hudson Line. Unfortunately, it is one of the most well known for a particular landmark located here:


Everybody knows Sing Sing – Late 1800’s stereoview of the railroad tracks running through the prison.

Yes, Ossining is the home of Sing Sing prison, or as it is known now, the Sing Sing Correctional Facility. Dating back to the early 1800’s, the prison has been a longtime feature on the Hudson River, as well as along the railroad. The Hudson River Railroad tracks bisected the prison, and the tracks still pass through there today.


Photo of the railroad tracks going through Sing Sing Prison, circa 1920.

Even those that are not entirely familiar with Sing Sing have probably heard the phrase “sent up the river,” meaning sending someone to prison. Sing Sing is the origin of that phrase – as it is located right up the river from New York City. Interestingly enough, some prisoners weren’t quite sent up the river – they were sent up the railroad tracks. Since the prison was conveniently located right on the railroad, some prisoners were actually transported from the city via train.


Their nice attire belies their destination – the four seated men on the right are being “sent up the river” by train, circa 1932. Those four were set to die in Sing Sing’s electric chair for killing a police officer. In 1933 the men were granted a new trial, and I can’t find any record of them actually being executed. Assumedly prisoners were not carried on the same train/in the same car as normal passengers.

Ossining’s railroad station is located just north of the prison complex, and is about 30 miles from Grand Central. The station currently on site was built in 1914 in the Renaissance Revival style, replacing the original that was built in 1851. While the original station was at grade, the new station was built above the tracks. Main Street was also modified so it too would cross above the tracks, eliminating the grade crossing.

Just east of the station is the Hudson River, from which a ferry to Haverstraw operates.


The original station at Ossining, circa 1912. Photo from the Ossining Historical Society.

   

Various views of Ossining. Photos from the Ossining Historical Society.

Like many stations along the Hudson Line, Ossining has recently been fixed up by Metro-North. Some of the work at the station included seven brand new staircases, and four new elevators. Unfortunately during my visit (Ossining was actually the first station I photographed on the Hudson Line!) the station building was closed. The ticket windows are no longer manned, and Metro-North is looking for a tenant to occupy the space in the old station.


More postcards from Sing Sing, and Ossining station.

Before I wrap this up, one last detail to note about Ossining is that it also has some art. In 2010 a faceted-glass piece by abstract expressionist artist Robert Goodnough was installed through the Arts for Transit program. The piece, titled K—M—G, was originally created as a paper collage, and then translated into the finished glass. The work is comprised of 16 windows, all located in the station’s north overpass. All in all, it makes an attractive addition to a nice Hudson Line station.

  
  
   
  
 
  
 
  
   
  
 
 
 

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Tuesday Tour of the Hudson Line: Spuyten Duyvil


View of the railroad tracks near Spuyten Duyvil in 1890.

When coming up with superlatives for the Hudson Line, people generally cite it as Metro-North’s most attractive line. I, on the other hand, like to think of it as the most frequently misspelled. It is the Hudson Line that has stations like “Phillip’s Manor” and “Pokipse,” and, of course, the one that takes the cake – “Spitendivel.” Today’s tour takes us to the (correctly spelled) Spuyten Duyvil, a station about 10 miles north of Grand Central Terminal in the Bronx. Considering that it is a station that is frequently misspelled, as well as rather attractive, it seems to be a good representation of the Hudson Line.


Stock certificate for the Spuyten Duyvil and Port Morris Railroad Company

As I am sure you could gather, the name Spuyten Duyvil is clearly not from the English language. The name derives from the Dutch Spuitende Duivel, which means spouting devil. First bestowed on the creek nearby, the name was later adopted for the train station as well. Historically, there was also a railroad that bore the name – the Spuyten Duyvil and Port Morris Railroad Company. It was leased to, and later incorporated into the New York Central and Hudson River Railroad, which allowed that road to connect with the Harlem Railroad at Mott Haven.


Spuyten Duyvil station in 1958.


1975 view near Spuyten Duyvil.

I don’t think there is really too much else to say about Spuyten Duyvil, other than the fact that it really is an interesting spot. Located right on the water, you can watch the Circle Line and other boats sail up and down the river. Right above your head is the Henry Hudson bridge, which provides an interesting vista very much unlike any other Metro-North station. Just north of the station is an old rail tower that is no longer used, which is visible in a few of my photos from the station. Also north of the station is where Amtrak diverges, and the tracks cross the river via a swing bridge which is visible from the platform. The swing bridge is definitely interesting to watch, it opens and closes somewhat frequently to accommodate around 30 trains that pass over it every day.


Aerial view of Spuyten Duyvil. The Henry Hudson bridge as well as Amtrak’s Spuyten Duyvil swing bridge are visible. If you look closely you can just make out the Metro-North platform under the bridge.

Anyways, that is all I’ve got for today and Spuyten Duyvil. I must insert a shameless plug here – if you like the historical photos I post along with these Tuesday Tours, you should totally like us on Facebook (if you haven’t already). I’ve been posting a bunch of old photos on there, and I promise something pretty interesting will be happening over there within the next month (shh, it’s a surprise!).

 
   
 
  
 
 
 
  
 
 
  
 
 
  
 
 

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The Harlem Line, and the color blue

Just the other day I was chatting with a coworker about riding the train – she lives in Mount Vernon and mentioned occasionally riding the “red line” into the city. I had to chuckle a little bit – it is usually the uninitiated newbies that refer to the Metro-North lines by their colors. The color of each line, however, is deeply ingrained in all of us. From the signage on the platforms to the printed timetables, we all pretty much know that the Hudson Line is green, the Harlem blue, and the New Haven red. But where did these colors come from, and how long have they represented each line?

Most obvious is the New Haven Line. The New York, New Haven & Hartford Railroad, of which today’s New Haven Line was once a part, long used red for printing and locomotive paint schemes. Although not part of the core Metro-North lines on the east of the Hudson River, I’ve always thought that the selection of orange to represent the Port Jervis line was a little bit clever – much of the line runs through Orange County. I’m not sure how the Harlem became blue, and the Hudson became green (you’d think it is backwards – blue seems more appropriate for the line that runs along the Hudson River), the two colors have been established long before Metro-North ever came into being. Their first usage on timetables dates back to around 1965.


One of the very first (in not the first) New York Central timetables where the Harlem Division is colored blue.


The first uses of the blue and green color for the Harlem and Hudson Divisions was not in the ink – it was the paper. These two are from April 1967.


Some of the earliest timetables using blue ink. Although there were a few more printings of timetables on blue paper, the blue ink on white paper became the standard, which continues today.

Blue ink on white paper eventually became the standard for Harlem timetables, though there were a few times over the years where the rules were totally broken. One of the most odd was an early timetable printed by Metro-North in 1983 – in maroon ink. I have no idea why anyone would have thought to print a Harlem Line timetable in maroon – my only assumption is that it was to catch people’s attention as it highlighted the electrification project underway north of White Plains.

Most amusingly, you’ll note a little mark on the bottom right that reads “Form 112.” Form 112 was the number assigned to Upper Harlem timetables since the New York Central days, which at that time meant service from Pawling to Chatham (or in the early 1900’s, North Adams, Massachusetts). It is a little bit odd to see that form number used for service north of White Plains. Calling stations like Valhalla, or Mount Kisco the Upper Harlem seems like blasphemy to me.

Today you won’t find form numbers on any of Metro-North’s timetables. Their inclusion in the early timetables almost seems like an in-joke amongst the old railroaders working for this new company. You won’t see “Upper Harlem” timetables either – the entire line is usually printed in a single timetable, making this particular timetable rare.

Below is the rest of the timetable, which is a bit interesting to see… especially the listing of the fares when Metro-North took over from Conrail in 1983.

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Tuesday Tour of the Hudson Line: Croton-Harmon

As I mentioned last week, today’s stop on our Tuesday Tour is one of the least attractive stations on the Hudson Line, Croton-Harmon. You have to have mixed feelings about this place, because despite not looking all that spectacular, there’s a lot of action going on here. Not only does Croton-Harmon serve Metro-North, Amtrak has several trains which stop here. The station is also the northern terminus of electric service on the Hudson Line, and although Metro-North offers many through trains, some passengers still have to transfer here, so it is definitely a busy station (in the past fewer through trains were available, thus transferring here was a must). Metro-North’s Croton-Harmon shops, which recently won a Brunel Award, are also here, which certainly adds to the action.


Croton-Harmon timetables and ticket.

Croton-Harmon station is located about 33 miles from Grand Central, and a ride to the Terminal takes, on average, around an hour. However, there are a few express trains that will get you there in around 42 minutes. In terms of ridership, Croton-Harmon is the busiest station on the Hudson Line, and the sixth busiest system-wide (strictly Metro-North traffic and not counting GCT. Only White Plains, Stamford, Scarsdale, New Haven, and New Rochelle get more weekday passengers). Amtrak service adds another 42,000 passengers a year traveling through the station.


Croton-Harmon through the decades: 1963. The Hudson Division was part of the New York Central at this time.


Croton-Harmon through the decades: 1974. The Croton-Harmon shops in the Penn Central years. Penn Central Memories on Flickr has a lovely collection of photographs at Croton-Harmon in this era.


Croton-Harmon through the decades: 1984. Metro-North is still a fledgling railroad, after taking over from Conrail in 1983.


Croton-Harmon through the decades: 1992.


Croton-Harmon through the decades: 2012. The current award-winning shops at Croton Harmon. [image source]

Denoting its busy status, Croton-Harmon has three island platforms, allowing multiple trains to stop at the station simultaneously. Above the platforms is an enclosed waiting room for passengers. Croton-Harmon is one of the few system stations to still have a manned ticket window, which serves Metro-North customers only. Amtrak does have two ticket machines not far from the ticket window. The waiting area also has a few vending machines, and restrooms available. Closer to the parking lot, the station also has a cleaners – this building was the temporary station in 1988 as the current station was under construction.

There isn’t much else noteworthy to mention of today’s Croton-Harmon – it is a busy, functional Metro-North station, that when compared with other Hudson Line stations like Poughkeepsie and Yonkers, is hardly attractive. With the traffic moving in and out, the station is at least nice place to watch trains… thus I’ll let the photos below speak for themselves!

 
 
  
 
  
 
   
 
 
   
 
   
 
  
 
  

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